Dumping-wagon.



Patented Nov. 6, |900.

No. 66mm.

T. LEE.

DUWiPING WAGON.

(Application filed Mar. 26, 1900.) (No Nudel.) 3 Shets-Shqet l.-

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No. BELZIQ. Patented Nov. 6, |900.

Y T. LEE.

DUMPING WAGUN.

(Application led Mar. 26, 1900.)

(No Model.) 3 Sheets-Shoet 2.

No. mama. Patented Nov. 6, |900.

T. LEE.

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QApplicntion led Mar. 26, 1900.) (No Nudel.) 3 Sheets-Sheet 3.

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rrn ira'rne 'r man@ THOMAS LEE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOROF ONE-THIRD rIO TILLIAM DAY ROVVLAND, OF SAME PLACE.

DUIWF'HNGANAGON.,

SPECIFICATION forming` part of Letters Patent No. 661,219, datedNovember 6, 1900.

Application filed March 26.1900. Serial No. 10,299. iNo model.,

T fil/ZZ whom, t may concern,-

Beit known that I,THOMAS LEE, a citizen of the United States,residing atPhiladelphia, countyof Philadelphia, and State of Pennsyl- Vania, haveinvented a certain new and useful Improvement in DumpingJvVagons, ofwhich the following` is a specification.

My invention relates to a new and useful improvement in dumping-wagons,and espe- 1o cially those used fordelivering` coal, and has for oneobject to so construct such a wagon as to provide for automaticallyelevating the body thereof by the forward movement ofthe wagon or thelowering of the same by the i5 same movement of the wagon; and a furtherobject of my invention is to so support the body and connect it with therunning-gear as to permit it to be turned at right angles to the wagonfor the delivery of the load while 2o the wagon is standing parallelwith the curb.

With these ends in view this invention consists in the details ofconstruction and combination of elements hereinafter` set forth and thenspecifically designated by the claims.

In order that those skilled in the art to which this inventionappertains may understand how to make and use the same,'the constructionand operation will now be described in detail, referring to theaccompanying draw- ?,o ings, forming a part of this specification, in

ivhich- Figure l is a central longitudinal section of a wagon made inaccordance with my improvement, showing the body in its lowered positionand illustrating' the mechanism for manipulating` the same. Fig. 2 isabottom plan illustrating,r the automatic mechanism for imparting,` powerfrom the rear wheels to :the elevating mechanism; and Fig. 3 a rear 4o`elevation of the wagon, a portion thereof being sectioned away, so asto more clearly show ,the arrangement of the operating mechanism, lthebody beingl elevated and inclined to the ,position for delivering` thecoal.

,45 In carrying out my invention as here embodied, A represents theframe or running- `crear, which is mounted upon the rear Wheels B andthe front wheels O. Secured to the framework is a platform D, throughvwhich are :5o passed the lelevating` screw-rods E, having supportedupon their upper ends the stationary member F of a tu r11-table. Each ofthese :screw-rods, which are fourin number, passes through a nut G, theperiphery of which is in the form of a sprocket-wheel, and these foursprocket-wheels are connected together so as to be revolved in unison bythe endless sprocket-chain I-I. By this arrangement when the nuts G arerevolved the screw-rods, which are held stationary by being secured tothe 6o member F, will be fed up or down, as the case may be` and therevolving 0f the nuts is accomplsihed by the beveled gears I and J,formed upon the two side nuts, with which nears mesh correspondingr`nears I and J. o5 The gears I' and .I/ are secured upon thecrank-shafts K and L, which are journaled in the bearings K and L' uponthe under side of the frame, While the sprocket-wheels M and N aresecured upon the outer portion of 7o these crank-shafts and connected bythe sprocket-chains M/ and N with the sprocketwheels O and P,respectively. These lastnamed sprocket-wheels are loosely jourualed uponthe hn bs of the rear wheels ofthe wagon, so that normally the revolvingof the wagonwheels will not affect the movements of the sprocket-wheels,and consequently have no effect upon the mechanism just described.

A clutch mechanism is provided foreach 8o of the sprocket-wheels O and Pand is under the control of theperiphery, so that either of these wheelsmay be locked to its correspending wagon wheel, thus causing themechanism connected therewith to be operated for the purposehereinbefore set forth. The construction of each of the clutchmechanisms is as follows:

Q is a collar which is splined to an extension of the hub of thewagon-wheel and has 9o pivoted thereto the toggle-levers R, pivoted alsoto the clutch-ring S. This ring is fitted to the interior periphery ofthe sprocketwheel, so that when the collarQ is forced toward thewagon-wheel the action of the tog- {rie-levers will force theclutch-ring S outward, it being in sections to permit this action, andfirmly bind it against the inner periphery of the sproekctwheel, therebylocking` said wheel to the hub of the wagon ioo wheel, which will causeit to revolve in unison therewith and impart motion to the sprocketchainwhich operates one of the crank-shafts. The clutch-collars Q -haveformed therein the annular grooves T, with which the bent ends of theshifting rods U engage, and these y table supports the revolving memberF', be-

rods are titted to slide lengthwise upon the rear axle V, so that bytheir lateral movement the two clutch-collars will be moved in unison,and when these shifting rods are in a central position both clutcheswill be unlocked, thus disengaging the sprocket-wheels from the rearwheels ot the wagon; but upon the movement of the shifting rods ineither direction one or the other oi' the clutches will be carried intolocked position, as before described, thus causing the correspondingsprocket-wheel to revolve with the wagonwheel and transmit motionthrough its sprocket-chain to the corresponding crankshaft. y

' The shifting rods have connected therewith the central member of thetriple lever W, which is pivoted at lV', the two side members thereofhaving attached thereto the rods X and X. -These rods pass forward oversuit.- able guide-pulleys and are connected at their forward end to thefoot-levers Y, which are pivoted at Y and project within easy reach ofthe feet of the driver.

It will be obvious from the foregoing description that at any timeduring the travel of the wagon the driver by throwing the clutch whichlocks the sprocket-wheel O into action will cause the crank-shaft K tobe revolved, and in turn will revolve the nuts G in the proper directionto elevate the screw-rods E, which will carry the stationary member F ofthe turntable upward to. the point desired, where it may be stopped bybringing the clutch mechanism to its central position. The operation ofthe opposite clutch will reverse the rotation of the nuts and lower thescrew-rods, and all of this is under the control of t-he driver by meansof the foot-levers Y. The stationary member F- of the turntween whichthe balls F2 may-be interposed to redu'ce the friction, and acentering-pin Z serves to hold these members in their relatively properposition.

The body a of the wagon is hinged to the revolving member F by means ofthe boltrod b passing through suitable lugs formed upon said member andthe under side of the body, and the point at which the body is thushinged should bear such relation thereto as to facilitate the tilting ofthe body to the position for shooting the coal therefrom-that is to say,the body, with its load, should be heavier at the rear of thehinging-point than at the front thereof, so that this weight would tendto swing the body into the tipped position. (Shown in Fig. 3.)

In order that the body may be held against being displaced by its ownweight and load before it is desired to unload, a latch d is pivoted tothe turn-table ateand adapted to engage the stud f, carried by the body,and thus lock the latter in its normal position, and the body is limitedin its tipping by the slotted plate d.

While the driver has complete control over i the raising and lowering ofthe body through the foot-levers and clutch mechanism, I have providedan automatic means for throwing the clutches out of action at theextreme upper and lower limit of the movements of the body in order thatcarelessness upon the part ot the driver may not injure the mechanism,and this is accomplished in the following inanner: A bell-crank lever gis connected with the rod X, and its inner end embraces one of thescrew-rods E, which latter carries the collar h, so that when this rod,with the similar rods moving in unison therewith, has been sufficientlyelevated to bring the collar h in contact with the inner member of thelever g it will so actuate this lever as to draw the rod X forward,thereby bringing the shifting rods U to their central position, whichwill unlock the clutch and stop the further elevation of the body.Likewise a bell-crank lever g has one end attached to the rod X', andits horizontal member is so located that when the body reaches its lowerlimit the projecting end of the pin Z comes in contact therewith andcauses this lever to pull the rod X' to bring the shifting rods U totheir central position, thereby stopping the further downward movementofthe body, as will be readily understood.

As a protection to the screw-rods E tubular housings E incase the same,and these housings may be entirely or partially filled with oil,thusconstantly lubricating the screwrods during their operations.

In order that the manipulation ofthe wagon may be completely under thecontrol of the driver, I provide wrench-holdst' on the outer ends of thecrank-shafts K and L in order that crank-wrenches may be applied theretofor the revolving of these shafts to bring about the raising or loweringof the body, as may be required.

In practice a wagon constructed in accordance with my improvement may beloaded and driven to the curb parallel therewith and the body thereof.swung at right angles to the length of the wagon or crosswise of thepavement and the body tipped, so as to convey the coal to the desiredpoint without blocking the street, as so often occurs by the use ofwagons as now constructed. A further advantage of my improved wagon isthe increased height to which it. may be elevated and remain rigid,which is effected by means of the four screw-rods which act as standardsfor the support of the body when elevated. The serious objection to theold form of elevated wagons is that it must be first brought to thelocation where it is to be unloaded and then much time lost and laborexpended in elevating the body and adjusting it for the delivery of theload. This is entirely overcome by my improvement, since the driver maywhen nearing the point of delivery throw into action the proper clutchmechanism to elevate the body by the travel of the Wagon, thusaccomplishing the result by the IOO IIO

draft of the horses and during the time the wagon is proceeding to itsdestination rather than by hand-power and at the expense of lost time.In the crowded streets of cities these are important considerations andare conveniently and effect-ually provided for by my improvements.

In older that the driver may not have to dismount du ring the automaticraising of the body, the seat Z has no connection with the body, but issupported upon the running-gear or frame.

Of course I do not wish to be limited to the exact details ofconstruction here shown, as these may be varied to a considerable extentwithout departing from the spirit of my invention-as, for instance, thescrew-rods may be elevated by ratchet-nuts and suitable mechanism foraccomplishing their proper movements, or by hydraulic or pneumaticappliances, the sole object being to elevate these rods in unison andretain them snflciently rigid to properly support the body of the wagonwhile being unloaded. It is also obvious that instead of my improvementbeing applied to a horsed vehicle it may be adapted with equal facilityto a horseless vehicle, and it is also obvious that the rear axle may berevolved in suitable bearings instead of the rear wheels revolving uponthe axle.

Vhile I have shown the screw-rods as projecting downward beneath thewagon, it is obvious that they may be inverted, so as to project upwardalongside the body of the wagon, in which case these screw-rods will bethreaded through the revolving member of the turn-table, the propergearing connected therewith for revolving these screws or the nutsthrough which they may pass, s0 as to elevate and lower the body, theonly object being to elevate the body upon four rigid rods and permitthe body angle to the running-gear.

Having thus fully described my invention, what I claim as new and usefulisl. In a wagon of the character described, a suitable running-gear, aplatform supported thereby, elevating mechanism attached to theplatform, a turn-table adapted to be raised and lowered by saidmechanism, said turntable consistingl of a stationary anda revolvingmember, a body pivoted to the revolving member of the turn-table, andmeans connected with the rear wheels of the wagon for actuating theelevating mechanism du ring the travel of the wagon, su bstantially asSpecified.

In a wagon of the character described, a suitable run ning-geaig'rearwheels supporting said running-gear, a turn-table, rods attached to thestationary member of said turn-table, mechanism connected with the rearwheels of the vehicle for operating said rods to raise and lower theturn-table, means under the control of the driver for throwing saidmechanism into and out of action, a body hinged to be swung at anA tothe revolving member of the turn-table, and means for holding the bodyin an inclined position for unloading', as specified.

3. In a wagon of the character described, a suitable running-gear,elevating mechanism supported by said running-gear, a tu r11-tableadapted to be raised and lowered by said elevating mechanism, a bodyhinged to the turntable, sprocketwheels journaled upon the hubs of therear wheels of the wagon, sprocketchains connecting the first-namedwheels with the elevating mechanism, two clutch mechanisms adapted tolock either of the sprocket- Wheels to the rear wheels of the wagon,footlevers located in easy reach of the driver and connected with saidclutch mechanisms s0 as the latter may be operated thereby, and meansfor automatically arresting the upward or downward movement of theelevating mechanism, as specied.

4. In combination with the running-gear of a wagon of the characterdescribed, four rods, means connected with said running-gear for raisingor lowering said rods, a turn-table supported by said rods, saidturn-table consisting of a stationary member, and a rotary member, abody hingedA to the rotary member and adapted to be inclined, and Vmeansfor holding the body in its inclined position, as specified. v

5. In combination, asuitable running-gear, front and rear wheels uponwhich said running-gear is mounted, extensions formed with the hubs ofthe rear wheels, sprocket-wheels loosely journaled upon said extensions,clutches carried by said extensions for locking the sprocket-wheels tothe hubs of the wagon-wheels, means under the control of the driver foroperating the clutches, crank-shafts journaled upon the running-gear,sprocketwheels secured upon the crank shafts, sprocket-chains connectingthe rst and last named sprocket-wheels, a series of nuts, bevelgearscarried by said nuts, corresponding bevel-gears secured upon the innerends of the crank-shafts and meshing with the firstnamed bevel-gears, asprocket-chain connect-- ing all of the nuts and adapted to revolve thesa me in unison,a series of screwrods threaded ,hrough the nuts, aturn-table supported by said rods, said turn-table consisting of astationary and a rotary member, ball-bearings interposed between thesemembers, a central pin for holding' the two members in their properrelative position, a body hinged to the revolving member, and a latchfor holding the body against displacement, as and for the purpose setforth.

In testimony whereof I have hereunto affixed my signature in thepresence of two subscribing witnesses.

THOMAS LEE.

Witnesses:

MARY E. HAMER, L. W. MORRISON.

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